Fuel-feeding device for internal-combustion hydrocarbon-motors.



No. 889,260. PATENTED JUNE 2,1908;

1 T. E. PODLESAK & H. J. PODLEMK. FUEL FEEDING DEVICE FOR INTERNALCOMBUSTION HYDROGARBON MOTORS.

APPLICATION FILED JULY 9, 1902.

6 SHEETS-SHEET 1.

' W/TNE'55E5= INVENTURSI @Z W Y Nb. 889,260. PATENTED JUNE 2, 1908. T.E. PODLBSAK & H. J. PODLEK. FUEL FEEDING'DEVIOB FOR INTERNAL COMBUSTIONHYDROGARBON MOTORS.

' APPLIOATION FILED JULY 9, 1902- 6 SHEETS-SHEET 2.

W/T/VE55E5 {Law 013 I No. 889,260. PATBNTEDIIUNE 2, 1908.

T. E. PODLBSAK & H. J. PODLESA'K. FUEL FEEDING DEVICE FOR INTERNALCOMBUSTION HYDROGARBUN MOTORS.

6 SHEETS-SHEET 3.

I J p v H $2 APPLICATION FILED JULY 9, 1902.-

lllilH M a WITNESSES. IN mew rams.

f fl .la 6PM PATENTED JUNE-2, 190s. T. E. PODLESAK & H. J. PODLBfiKK.FUEL FEEDING DEVICE FOR INTERNAL COMBUSTION HYDROGVARBON MOTORS.

APPLIOATfON FILED JULY 9, 1902.

6 SHEETS-SHEET 4.

No. 889,260. PATENTED JUNE 2, 1908.

T. E PODLBSAK & H. J. PODLESA'K. FUEL FEEDING DEVICE FOR INTERNALCOMBUSTION HYDROGARBON MOTORS.

APPLICATION FILED JULY 9,1902.

6 SHEETSSHEET 5v T. E. PODLESAK & H. J. PODLESAK.

FUEL FEEDING DEVICE FOR INTERN AL COMBUSTION HYDROCARBON MOTORS.

APPLICATIONv FILED JULY 9,1902.

6 SHEETSSHEBT 6.

" WITNE55ES= INVENTDR5= aw MAY UNITED I STATES PATENT oEEIoE.

' TESLA E. PODLESAK, OF WEST NEW BRIGHTON, NEW YORK, AND HENRY J.PoDLEsAK, or

CHICAGO, ILLINOIS. g,

FUEL-FEEDING DEVICE FOR INTERNAL-COMBUSTION HYDROCARBON-MOTORB.

Specification of Letters Patent. Application filed July 9, 1902. semiNo. 114,976.

' Patented June 2, 1908.

is a clear and precise description, reference being had to the severalviews of the accompanying drawings.

Our' Invention relates to Improvements 1n internal combustionhydro-carbon motors,

the object being'to rovide means for feeding the h dro-carbon uel inexactly redetermine and r0 er quantities for eac charge and to fee t ismeasured quantity. positively regardless of the s eed of the motors.

In some motors the fue is drawn in by the suction of the piston, thequantity thus drawn in being controlled .by a throttling Valve, thisbeing adjusted to allow just the proper quantity, depending on thedegree of suction; the degree of suction varies with v the speed of themotor, and hence different adjustments are necessary for differentspeeds and for starting; furthermore if the motor is temporarilyoverloaded, the s eed, and consec uently the degree of suction einglessened, t e quantity of the fuel drawn in will be lessened and as theamount of air drawn in by the piston issame, or even a little greater atslower speeds, than at hi her speeds, the resulting charge is too wea orpoor in fuel, causing a reduction in power of motor and the char e evenfailin to ignite, when the motor wil stop. In other motors the fuelcontrolling Valve is'opened, by some means 0 erated by the motor, for acertain length of time, the size of the fuel feeding opening and theressure' on the fuel being a justed to feed t e proper quantity of fueat certain s eed of the motor; in this mode if the motor s ackens inspeed too much fuel is fed, this causing a'reductioIi in power of the.

otherwise forced into the combustion cham-- ber of the motor, can bemeasured off, and

whereby this uantity, measured off, and no more can be ed into thecharge of air, regardless of the speed of the motor.

To attain the above results our device is so constructed, first, tosupply the fuel to a suitable receptacle which is arranged to hold theproper and predetermined quantity of that fuel, the supply beingarranged to be somewhat in excess of the quantity held by thereceptacleor reservoir, this excess being allowed to drain awa then, toshut off the supply just prior to t e proper time for feedmg the chargeof fuel, and thereafter to discharge or feed the charge of fuelcontained in the receptacle into the char e of air, the supply of fuelremaining shut 0 throughout the period of feedin or discharging.

Our device embo ying the above features is susce tible of variedembodiments, several of whic will be shown further, and it can be easilyand readily adapted to any class of internal combustion motors, ofeither the two-cycle or the four-cycle type. device we are also able toosltively force, a measured quantity of fuei into the mixing,

. or the combustion, chamber of the motor, at

any period of the charging c cle. This feature is very desirable in se-propelled vehicles, employing internal combustion motors for motivepower, and also in portable motors.

To attain the advantages above pointed out, we construct our device inthe novel and peculiar manner clearly shown in the followingdescription, reference being had to the several drawings in which:

Fi re 1 is a vertical section of a form of our evice as would beespecially suitable for stationary motors; Fig. 2 shows this formattached to a motor provided with the hit-or- With our miss type ofgovernor; and Fig. 3 shows the same form attached to a motor providedwith the throttling t pe of governor. Fig. 4 is a vertical sectionalview of a form adapted to both the stationary and the portable-motorsthat are provided with-the hit-or-miss type of governor. Fig. 5 is ahorizontal seciZlOIlBlVlBW of the same form, taken on the line A-B. Fig.6 is avertical sectional view of a form of our device where themeasuring receptacle is formed in a revoluble rod or shaft, this shaftor rod bein operated by means of a gear or other suitable meansconnected .with the motor. Fig. 7 is a horizontal sectional view of thesame form, taken on vlew of a form similar to that shown in Fig..

' The fuel measurin line lMN. Fig. 8 is a vertical sectional view of aform similar to that shown in Fig. 6, except that the revoluble shaftcontainingthe measuring receptacle is in a vertical position. The objectof placing this'shaft into a vertical position is to make this formreadily adaptable to the throttling mode of speed regulation. Fig. 9 is'a vertical sectlonal 4, but which is arranged with an air inlet opositethe fuel feed outlet which air inlet may he charged with air underpressure in order that the fuel may be forced out of the fuel receptacleat the proper period. Fig. 10 shows another modification of the formshown in Fig In 'severa tioned parts are designated by thesame nu meralsor characters, as far as has been possibleand consistent with the utmostclearness and precision, in the description. Thus, the numeral 1 desiates the supply fuel inlet into the measurmg receptacle or cavity 5;numeral 2 the overflow outlet for the surplus fuel from the receptacle5; opening 3 is the overflow to fuel tank; numeral 4 designates the fuelfeeding} outlet; numeral 7 designates the means for s utting off thesupply to receptacle 5 at the proper period, and this means may anddischarge or feed the measured char e of fuel into the charge of air. Inthe a ove mentioned parts are embodied the (principal novel and peculiarfeatures of our. evice.,

Referring now to Fig. 1, 7c is a hollow shell or casing, provided withan air intake opening 10, a valve seat for air valve 11, a mixing orcombustion chamber 0, which communicates with the cylinder of the motorthrough the o ening 8. Within the casing is is also a cham ber m, inwhich is a fuel measuring receptacle 5, with its fuel su ply inlet 1,the overflow 2, and the fuel eeding outlet 4. receptacle 5 is made tohold slightly more uel than may be required for one charge, of anyparticular size of motor, the adjustment for proper volume orquantity'of fuel for the charge being made by lowering or raising thelug 25, by means of its stem 22. The liquirf' pipe a, into the funnel 7,which when in its normal position, directs the fuel into the receptacle5 through the inlet 1, the surplus of fuel overflowing at 2, and iscarried back to fuel tank through opening 3. The funnel 7 is carried ona reciprocating rod 24 which is arranged to be operated 'by lever 31.This lever 31 is operated 'by a cam 32 which is suitably operated by themotor shaft, so as to push the rod 24 to the right, carrying with it,the funnel 7 and thus diverting or shutting off the supply of fuel toreceptacle 5 throu h inlet 1; t is operation is arranged to ta e placejust before the fuel is to be fed and so timed that the funnel does notreturn until drawings the similarly funcalso be utilized to convey 1sadmitted through the fuel has been fed. As shown, the valve though Ytion, by means of spring 30, the funnel 7 is again in proper position todirect the'flow of fuel into the receptacle 5, to fill this with the proer charge of fuel for; the next successive exp osive charge. The valve11 may serve as induction valve of the motor or may be auxiliary to it;also the fuel outlet 4 may be closed by 'a separate small valve, or insome cases, the extremity of the outlet 4 may be carried to a hi herlevel than thatof the overflow 2, an into the suction pipe, and leftopen, as shown in Fig. 10 the suction of the engines iston being arraned to draw the measure quantity of fuel rom therece tacle.

he operation of this device is as follows: Supply, of fuel is admittedthrough a, and the various parts being in normal position as shown, thefuel will be directed to receptacle 5, b the funnel 7, the receptacle 5will be filled and hold th fuel for acharge, the surplus overflowing at2; then as the motor shaft is rotated the cam 32, which is arranged ortimed to operate the lever 31 at the proper period, the rod 24, with itsfunnel 7, will be moved so as to divert the flow of fuel from the inlet1, where upon the valve llis opened, allowing the measured quantity offuel in the receptacle 5 to discharge through duct 4 into the charge eproper quantity of ios of air, the two mixing (to form the explosivecharge) and flowing into the combustion .chamber of the motor; no morefuel than is contained in the receptacle can enter into the charge ofair, as the fuel supply is diverted from flowing into the receptacle 5until the outlet 4 isagain closed, andthe suction has ceased.

In F'g. 2 the above device is shown attached to the cylinder of a motor,the governor of this motor being arranged to enga e, through means oflevers, the rod 24 when t e speed of" the motor has exceeded the normal,and to prevent the rod 24 from returnin to its normal position, (ofdirecting the fuel mto the receptacle) until the speed of the motor hasagaln reached the normal; thus no fuel can enter th measurin receptacle,and hence the fuel charges W11 be missed until the motor reaches itsnormal speed again.

In Fig. 3 the same device is shown in use, on a motor, in combinationwith the throte .tling or volume governor for speed regulation. By thisform of governor the sp'eed of the air, to always o the motor iscontrolled by varying, simultaneously, the volumes of the components ofthe GXPlUSlVO charge, in proper proportions.

The volume of the explosive charge is thus re ulated to give therequired amount of impefiling force on the piston. The following willexplain the operation. Referring to Fig. 3, in the valve box 2, which isinterposed in the air pipe of the motor, is a valve which is adapted tovary the size of air passa e; this valve is actuated byv the governorbafils G, through means of rod '0, in such manner that the air passageis decreased if the s eed of themotor exceeds the normal, an increasedif the speed falls below the normal. The volume of the air charge isthus decreased or increased, res ectively. Simultaneously with operatingt e air throttle valve, the rod o operates on the plug 25 (Fig. 1)through means of lever v, lowering the plug 25 to decrease the volume ofthe fuel charge when the volume of the air charge is decreased, and viceversa, the extent of the movement of the plug being so arran ed as tomaintain the proper proportion of Fuel to tain an explosive mixture.

Fig. 4 shows a form of our device in which the measuring receptacle isformed in or carried by a reciprocating rod or plun er,

the receptacle being normally submerge in a reservoir m, containing theliquid fuel; at the proper period for feeding the fuel, this plunger israised, by suitable means operated by the motors shaft, high enouh tobring the receptacle 5 on a level with t e outlet or duct 4 in thecasing 76, when the fuel will be discharged. The adjustment forpropercapacity of receptacle is effected by means of screw 6. Otherwisethe operation of this form is the same as that of the form firstdescribed, namely, admitting the fuel into the measuring receptacle,filling this, and then isolating this measured quantity of fuel andfinally feeding it into the charge of air. This form shown in Fig. 4 isbest suited to motors using hit-or-rniss mode of speed regulation.

Figs. 6 and 7 show a form of our device wherein the measuring receptacleis carried by a revoluble horizontal shaft, the receptacle opening,alternately, into the fuel inlet 1 and the outlet 4; as the receptacle 5opens into inlet 1, the receptacle 5 is filled with fuel from reservoirm, and as the receptacle 0 ens into outlet 4:, upon a half revolution 0the shaft carrying it, the fuel will discharge out of the receptacleinto the air passage 810. The revoluble shaft, as shown, is to berevolved by means of gears, but other means may be employed, whereby theshaft is revolved about one-half of a revolution and then revolved backthe same part of a revoof speed regulation may be used, the hit-ormissmode being most desirable, since with the throttlin mode of s eedregulation, extra parts wou d have to e added to operate on theadjusting means 6, similarly as is done in Fi 3, whereas with thehit-or-miss mode of speer regulation, the motion of the revoluble s aftis arrested when the speed of motor exceeds normal, being a ain put intomotion when the speed falls be ow normal.

Fig. 8 shows a form similar to that shown in Figs. 6 and 7 but in thisform the revolubleshaft, carrying the measurin rece tacle, is inavertical position, and is adapted to be raised or lowered slightl toeffect a variation in the amount of fue retained or held by thereceptacle; the liquid fuel is ke t at a constant level in the reservoirand t e bot tom, so to speak, of the rece tacle is varied with respectto this level 0 the fuel, thus varying the holdin capacity of thereceptacle. The revolub e shaft is operated same as in the form shown inFigs. 6 and 7. The form shown in Fig. 8 is readily ada ted to motorsusing the throttling mode 0 speed regulation, the quantity of fuel fedbeing varied by raising or lowering the shaft carrying the measuringrece tacle (thus varying the holding capacity of the .receptacle) bymeans similar to those shown in Fig. 3 for raising or lowering a pluginto the receptacle for accomplishing the same result.

It will be noted that the gist of the operation of the two lastmentioned forms is the same as that of the othertwo forms, namely, thatof filling the measuring receptacle withv fuel, then isolatin thismeasured quantity of fuel, and therea ter feeding this measured quantityof fuel to the motor, at the proper periods.

Fig. 9 shows the form shown in Figs. 4 and 5 arranged for forciblyfeeding the fuel. For this purpose a passage way (1 1s provided, beingarran ed so that a continuous passage is obtained etween pipe S and theair passage 81() through fue outlet 4 and the measuring fuel receptacle5, when this is raised to the proper height to discharge the fuel intooutlet 4. If air under pressure is admitted to the pipe S at the timethe continuous passage is established, the fuel in the receptacle 5 willbe forced into the air assa e 810 by the ressure of air in pipe ithmotors emp oying excessive suction, three or more. pounds belowatmospheric pressure, the atmospheric pressure will be sufficient toeven raise the fuel out of the receptacle, and draw the fuel into thecombustion chamber of the motor.

Our invention is susce tible of varied embodiments, other than t oseshown herein;

thus, when a small pump is used to sup ly fuel to the motor from a tankat some istance from the motor, the action of this pump may becontrolled by the governor in a similar way as the action of rod 24 andits funnel (Fig. 1) is controlled, that is, the

ump be arranged to supply or pump the fuel into the rece tacleintermittently, and alternately with the feeding of fuel into thecombustion chamber, the action of the pump bein sto ped by the governorwhenever the s cc of t e motor exceeds the normal. 7 And the fuel neednot be fed directly into the combustion chamber from the receptacle butmay be fed into a vaporizing and mixing chamber and therefrom conveyedinto the combustion'chamber in a form of an explosive or combustiblemixture.

Without limiting ourselves to any one precise embodiment, what we claimas new and our invention and desire to secure by Letters Patent is:

1. A fuel feeder for internal combustion motors comprisin incombination, a fuel receptacle provide withfuel inlet and overflowoutlet, means for varying and adjusting the capacity of said rece tacle,fuel sup ly for supplying fuel to sai f rece tacle, a uel feed outletadapted to convey uel from said receptacle into the air charged into themotors cylinder, means for feeding at intervals the fuel from saidreceptacle through said,-

feed outlet, and means for shutting off the supply of fuel to saidreceptacle rior to and durmisaidintervals of feeding t e fuel.

fuel feeder for internal combustion motors comprising, in combination, afuel receptacle adapted to hold. a predetermined quantity of fuel andprovided with a fuel inlet and overflow outlet, means for filling at intermittent intervals the said rece tacle with fuel from a fuel su ply, afuel feed outlet adapted to convey 161 from said receptacle into the aircharged into the motors cyhnder, means for feeding at intervals thefuelfrom said receptacle through said fuel feed outlet, and means forshutting off the fuel su ply to said receptacle during said interval ofeeding the fuel. V

3. A fuel feeder for internal combustion motors comprising, incombination, an air conduit in communication with a motor cylinder, afuel receptacle having a fuel inlet and an overflow outlet, a fuel feedoutlet adapted to convey fuel from said fuel receptacle into said airconduit, means for varying the fuel capacity of said receptacle, a fuelsupply for sup lying fuel to said receptacle, means for fee ing atintervals fuel from said receptacle through said fuel feed outlet, andmeans for shutting off the supply of fuel to said receptacle durin saidinterval of feeding the fuel.

4. A fue feeder for internal combustion v motors comprising, incombination, a casing having an air conduit, a fuel receptacle having afuel inlet, an feed outlet whose discharge opening is in the said airconduit and above the level of fuel in said receptacle, means forvarying the fuel capacity of said receptacle, means for supplying fuelto said receptacle, means for feedmg at intermittent intervals the fuelsupplied to said receptacle, and means for shutting off the fuel supplyto said receptacle during said feeding interval.

5. A fuel feeder for internal combustion motorscomprising, incombination, a fuel receptacle of an ad ustable capacity and having afuel inlet an overflow outlet, a fuel feed outlet adapted to convey fuelfrom said re-. ceptacle into the air charged into the motors cy inder,means for supplying fuel at inter mittentintervals to said rece tacle,means for feeding from saidreceptacfe the fuel fed thereto atintervals'alternate with said intervals of supplying fuel, means forshutting off the fuel supply to the receptacle during said feedingintervals, and a means, operatively connected with a governor, forcontrolling sai li means for supplying fuel to the recep tac e.

Intestimony whereof we have signed our names to this specification inthe presence of the subscribing witnesses.

TESLA E. PODLESA K. HENRY J. PODLESAK. M. HALL,

E. RODGER,

S. J. W. MAIR, G.- J.

METZGER.

overflow outlet, and a fuel

